WO2018169466A1 - Piston pour un moteur à combustion interne - Google Patents

Piston pour un moteur à combustion interne Download PDF

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Publication number
WO2018169466A1
WO2018169466A1 PCT/SE2018/050185 SE2018050185W WO2018169466A1 WO 2018169466 A1 WO2018169466 A1 WO 2018169466A1 SE 2018050185 W SE2018050185 W SE 2018050185W WO 2018169466 A1 WO2018169466 A1 WO 2018169466A1
Authority
WO
WIPO (PCT)
Prior art keywords
piston
annular
combustion chamber
side wall
fuel
Prior art date
Application number
PCT/SE2018/050185
Other languages
English (en)
Inventor
Henrik DEMBINSKI
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=63523202&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=WO2018169466(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to US16/492,815 priority Critical patent/US20200141305A1/en
Priority to KR1020197028113A priority patent/KR20190116513A/ko
Priority to EP18767149.0A priority patent/EP3596320B1/fr
Priority to CN201880017167.5A priority patent/CN110392771A/zh
Publication of WO2018169466A1 publication Critical patent/WO2018169466A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F3/00—Pistons 
    • F02F3/26—Pistons  having combustion chamber in piston head
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0618—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston having in-cylinder means to influence the charge motion
    • F02B23/0624—Swirl flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0645—Details related to the fuel injector or the fuel spray
    • F02B23/0648—Means or methods to improve the spray dispersion, evaporation or ignition
    • F02B23/0651—Means or methods to improve the spray dispersion, evaporation or ignition the fuel spray impinging on reflecting surfaces or being specially guided throughout the combustion space
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0678—Unconventional, complex or non-rotationally symmetrical shapes of the combustion space, e.g. flower like, having special shapes related to the orientation of the fuel spray jets
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0618—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston having in-cylinder means to influence the charge motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0645—Details related to the fuel injector or the fuel spray
    • F02B23/0669—Details related to the fuel injector or the fuel spray having multiple fuel spray jets per injector nozzle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0672—Omega-piston bowl, i.e. the combustion space having a central projection pointing towards the cylinder head and the surrounding wall being inclined towards the cylinder center axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0696—W-piston bowl, i.e. the combustion space having a central projection pointing towards the cylinder head and the surrounding wall being inclined towards the cylinder wall
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F3/00—Pistons 
    • F02F3/24—Pistons  having means for guiding gases in cylinders, e.g. for guiding scavenging charge in two-stroke engines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a piston for an internal combustion engine accordi ng to the preamble of clai m 1 and to an internal combustion engine comprisi ng at least one cylinder with such a piston . It also relates to a motor vehicle comprising an internal combustion engine and to a method for creati ng a swirl motion in a combustion chamber of a cylinder in an internal combustion engine.
  • the piston may be used i n any kind of internal combustion engine in which fuel or other fluids is/are di rectly injected into a combustion chamber, for example by means of injection of fuel followed by fuel ignition to provide piston movement.
  • the piston may e.g . be used in two-stroke and four- stroke engi nes such as Otto engines, homogeneous charge compression ig nition (HCCI) engi nes, and reactivity controlled compression ignition (RCCI) engines.
  • HCCI homogeneous charge compression ig nition
  • RCCI reactivity controlled compression ignition
  • the internal combustion engine may also be a stationary i nternal combustion engine used in e.g . a pump or an electric generator.
  • Internal combustion engines such as diesel engi nes, also known as compression-ig nition engi nes, and Otto engi nes, or spark- ignition engines, are commonly used in different types of motor vehicles, such as trucks and buses, cars, vessels, etc. Internal combustion engines are also used in many industrial applications. Internal combustion engines, hereinafter also referred to as engines, may be driven by a plurality of different types of fuel, such as diesel, petrol, ethanol, gaseous fuel, and biofuel. The engines have a number of cylinders in which a reciprocating piston is provided. In an upper end of the piston, a piston bowl is provided.
  • the piston bowl forms a combustion chamber in which fuel is injected and combusted.
  • the piston bowl is designed to contribute to mixing of air and fuel and to create a flow pattern influencing combustion and emission formation within the combustion chamber.
  • the fuel In a diesel engine, the fuel is normally injected during a powerstroke of the piston. The fuel is ignited by the compression heat and combusted almost immediately following injection. Air and fuel must therefore be mixed in a very short time, and it is desirable to ensure that the mixing is efficient and that the fuel becomes well-distributed within the combustion chamber so as to achieve a complete combustion.
  • large amounts of soot are created due to the lack of oxygen in the non- pre-mixed diesel flame.
  • the time between end of injection and exhaust valve opening is thereby critical to oxidise remaining soot particles in the cylinder.
  • Four important parameters control the soot oxidation during this so called post-oxidation phase, namely time, temperature, oxygen and turbulence.
  • the amount of soot particles present i n the exhaust gases can thereby be m inimized by controlling those parameters.
  • a swirl motion may be created to form turbulence in the combustion chamber and efficiently mix fuel with air.
  • the swirl motion is a large scale swirling motion around the axis of the cylinder, which is typically created during the i ntake stroke of the piston by the i ntake ports. The swirl motion improves the combustion conditions and increases the turbulence i n the post-oxidation phase, thereby reduci ng the emission levels.
  • the creation of swirl motion duri ng the intake stroke is energy demandi ng and also i ncreases heat transfer to the wal ls of the combustion chamber duri ng the subsequent compression stroke.
  • the creation of swirl motion by intake ports during the i ntake stroke generally reduces the efficiency of the engine.
  • the soot emission levels may increase and thereby the demands on e.g . higher injection pressure or diesel particulate filters ( DPF) provided downstream of the engine.
  • DPF diesel particulate filters
  • FR2898638 discloses a piston for an internal combustion engine, having a piston bowl in which a propeller-like bottom structure is provided.
  • the bottom structure creates a swi rl motion i n the combustion chamber upon i njection of fuel .
  • Soot and hydrocarbons (HC) may thereby be created and increase the emission levels.
  • US201 1 /0253095 discloses a piston for an internal combustion engine, having a piston bowl in wh ich a plurality of protrusions are provided, protrudi ng from a side wall of the piston bowl . Fuel is injected into the combustion chamber and is redirected upon impacting with the protrusions such that a rotational motion may be induced .
  • a second objective is to provide an internal combustion engi ne with an improved efficiency and reduced em ission levels, thus reduci ng the need for extremely hig h injection pressures, diesel particulate filters and simi lar.
  • a third objective is to provide an in at least some aspect improved and less energy consumi ng method for creating a swi rl motion in a combustion chamber that survives into the post- oxidation phase. At least the first objective is achieved by means of the initially defined piston for an internal combustion engi ne, characterised i n that the piston bowl further comprises:
  • each protrusion having a concave surface portion
  • the piston bowl is configured so that a fluid spray i njected toward a target position located below one of said angu larly spaced protrusions is split by the an nular ridge i nto an upper flow portion and a lower flow portion , wherei n the upper flow portion is deflected by the concave surface portion of the protrusion located above the target position so that it contributes to creation of a swirl motion in the combustion chamber.
  • the piston according to the invention has a piston bowl configured to deflect a portion of the fluid spray such that a swirl motion in the piston bowl is created and the mixi ng of air and fuel is improved.
  • the swirl motion may hereby be i nduced during injection of e.g . fuel into the combustion chamber, and the swirl motion wi ll survive into the post-oxidation phase of the combustion .
  • the swi rl motion may be created independently of the design of the intake ports. Thus, the energy requ ired to create the swirl motion may be reduced. Moreover, heat transfer to the walls of the combustion chamber may be reduced duri ng the compression stroke of the cylinder when swirl is not created during the intake stroke.
  • the improved mixing of fuel and air also leads to lower emission levels including less soot particles, and may thereby reduce the need for expensive and energy demanding i ncreased injection pressures and/or diesel particulate filters.
  • the angularly spaced protrusions which may be identical , del imit the flame and reduce its size, thereby deli miti ng the surface area of the flame which is exposed to unburned oxygen and n itrogen . Since NOx gases are pri marily created at the surface of the flame, the smaller flame results in reduced levels of NOx emissions.
  • the proposed piston is thereby useful for i mproving energy efficiency and reduci ng both soot and NOx emission levels of an internal combustion eng ine.
  • the configu ration with the ann ular ridge located below the protrusions makes it possible to, upon injection , direct the fl uid spray such that the fl uid spray, or, in the case where the fluid spray is a fuel spray wh ich is ignited upon injection , the flame, may be split on the annular ridge.
  • the upper flow portion of the fl uid spray/flame is deflected toward the concave surface portion of the above protrusion
  • the lower flow portion of the fl uid spray/flame may be deflected i nto an annular channel deli mited by the ann ular bottom and the ann ular lower side wal l portion .
  • the upper flow portion of the fluid spray/flame which is deflected by the concave surface portion , may be deflected toward a position above the annular ridge, so that a swirl motion is induced in an upper part of the combustion chamber. This may further improve the m ixing of fuel and air due to velocity g radients.
  • the large scale swi rl created i n the combustion chamber may be fractu red into small scale turbulence leading to accelerated soot oxidation and thereby lower soot emissions.
  • the fracture of the large scale swirling motion to small scale turbulence is possible thanks to the velocity differences i n the piston bowl , created by the large scale swirl motion during the combustion phase.
  • the swirl motion may with the proposed piston be created upon injection of fuel , the rotational speed of the fuel/air mixture becomes proportional to the fuel i njection pressure. Th us, the swirl motion scales with the fuel injection pressure and is thereby adapted to the operating conditions of the internal combustion engine.
  • the fuel spray may typically be ig nited a very short ti me after injection into the combustion chamber, i .e. after an ignition delay. Upon ign ition , a flame is formed .
  • the injected fluid spray does not necessarily have to be a fuel spray, but may also be a mixture of fuel/gas or a liqu id spray which is injected primari ly to create a swirl motion , either during the compression stroke or during the power stroke of the piston .
  • injection of fluid in the form of water may reduce the combustion temperature and thereby reduce NOx emissions. I n e.g .
  • a fuel/air mixture may be injected during the compression stroke such that a swirl motion is created before ignition of the fuel/air mixture using a spark plug .
  • the fl uid spray may also be injected during the power stroke to improve the conditions during the post- oxidation phase.
  • cou rse it is possible to combine the piston according to the invention with i ntake ports configured to create a swirl motion during the intake stroke, in order to further increase the turbulence in the combustion chamber.
  • the swi rl created by the intake ports can either be i n the same direction as the fl uid injection induced swi rl , or be i n the form of a cou nterflow.
  • the concave surface portion of each of the angularly spaced protrusions is configured to face radially inward. Fuel can thereby be efficiently redirected to create a swirl motion .
  • the concave surface portion of each of the angularly spaced protrusions is configured so that at least a part of the upper flow portion is redirected toward a position above the an nular ridge.
  • the swirl motion may thereby be induced in an upper part of the combustion chamber located above the an nular ridge. If the lower flow portion is deflected from the annular ridge toward an an nular chan nel discussed above at the bottom of the piston bowl , the m ixing of fuel and air is further i mproved.
  • each of the angularly spaced protrusions has an in nermost poi nt located at a sim ilar radial distance from the central axis as the an nular ridge.
  • in nermost point is herein intended the point closest to the central axis, i .e. the point that protrudes the most from the an nular upper side wall portion .
  • im ilar radial distance is herein intended a distance that does not differ by more than 1 0% from the radial distance between an innermost poi nt of the an nular ridge to the central axis.
  • the ignition delay may be optimized for reduction of both NOx gases and soot particles.
  • protrusions extend to a position closer to the central axis, i n which case a shorter ignition delay can be expected, with a resulting reduced amou nt of NOx gases and an i ncreased amount of soot. If the protrusions are instead made to extend to a position further away from the central axis, the opposite can be expected.
  • the an nular lower side wall portion is i n the form of a concave surface free from protrusions. This reduces the risk that fuel gets obstructed i n the lower part of the piston bowl and improves the conditions for mixing of fuel/air in the lower part of the combustion chamber with the rotating fuel/air within the upper part of the combustion chamber .
  • each of the angularly spaced protrusions further comprises a convex surface portion located opposite the concave su rface portion .
  • the upper flow portion may thereby be spl it on an innermost edge of the protrusion and while one part of the upper flow portion follows the concave surface portion , another part follows the convex su rface portion , both parts contributi ng to the creation of the swi rl motion .
  • the central bottom portion has a highest poi nt located on the central axis, from which hig hest point the central bottom portion slopes downward toward the an nular bottom portion .
  • This configuration increases the compression achieved i n the combustion chamber during the compression stroke. Furthermore, air is pressed into the periphery of the combustion chamber where combustion takes place.
  • the central bottom portion preferably has a con ical or an essentially conical shape.
  • the highest point of the central portion may be located at an axial level on or above an axial level of the annular ridge.
  • At least the second objective is achieved by means of an internal combustion engine comprising at least one cylinder with the proposed piston . Advantages and advantageous featu res of such a combustion engine appear from the above description of the proposed piston .
  • the i nternal combustion engine may comprise a plurality of cyli nders havi ng the proposed piston .
  • the internal combustion engi ne may be adapted for use within a motor veh icle or withi n a stationary machine such as a pu mp or an electrical generator.
  • the internal combustion engine further comprises an injector configured to i nject and di rect a fluid spray toward a pl urality of target positions, wherein each target position is located below one of said angularly spaced protrusions.
  • Each target position is associated with one of the angu larly spaced protrusions and is located directly below the associated protrusion .
  • the internal combustion engine is thereby configured to create a swirl motion upon i njection of fluid in the form of e.g . fuel , air, water or mixtures thereof.
  • the injector may be positioned on the central axis.
  • the i nvention also relates to a motor veh icle comprising the proposed internal combustion engine.
  • the motor veh icle may be a heavy motor vehicle such as a truck or a bus, but it may also be e.g . a passenger car or another motor vehicle.
  • At least the third objective is ach ieved by means of a method for creating a swi rl motion in a combustion chamber of a cyli nder in the proposed internal combustion engine, comprising :
  • i njecting a fluid spray comprises, following a compression stroke of the piston , injecting a fuel spray so that when the fuel spray is ig nited and a flame is formed , at least an upper flow portion of the flame is deflected by the concave surface portion so that a swirl motion is created in the combustion chamber.
  • This is applicable for diesel engines, i n which the fuel spray is ignited almost immediately upon injection .
  • the flow of ai r i nto the combustion chamber is provided without creating a swirl motion .
  • the swirl motion is thereby created entirely upon injection of fluid and the amount of energy required for creati ng the swirl motion is reduced. It is however also possible to combi ne creation of a swirl motion during the intake stroke with creation of a swirl motion upon injection of fluid, for further enhancing turbulence in the combustion chamber.
  • FIG. 1 schematically shows an axial section of a cylinder of an internal combustion engine according to an embodiment
  • Fig.2 is a perspective view of a piston according to a first embodiment
  • Fig.3 is an upper end view of the piston in fig.2,
  • Fig.4 is a section taken along the line IV- IV in fig.2,
  • Fig.5 is a section taken along the line V-V in fig.2,
  • Fig.6 is a perspective view of a piston according to a second embodiment
  • Fig.7 is an upper end view of the piston in fig.6,
  • Fig.8 is a section taken along the line VIM-VIM in fig.6
  • Fig.9 is a section taken along the line IX-IX in fig.6
  • Fig. 10 is a cross section taken along the line X-X in fig. 9 shown together with a diagram showing rotational speed within a combustion chamber as a function of distance from a central axis.
  • Fig. 1 shows a section taken along a central axis C of a cylinder 1 of an internal combustion engine in the form of a diesel engine according to an embodiment of the invention.
  • a piston 2 configured to reciprocate within the cylinder along the common central axis C is provided.
  • a piston bowl 3 is formed in the piston 2, which together with internal walls of the cylinder 1 and an internal surface of a cylinder head 4 creates a combustion chamber 5.
  • a fuel injector 6 is positioned on the central axis C above the piston bowl 3.
  • An intake port 7 is provided in the cylinder head 4 for supply of air into the combustion chamber 5 via an intake valve 8.
  • an exhaust port 9 is provided in the cylinder head 4 for evacuation of exhaust gases via an exhaust valve 10.
  • the piston 2 according to the embodiment shown in fig.1 is shown in closer detail in figs. 2-5.
  • a piston 2 according to a second embodiment is shown in figs. 6-10.
  • Common elements of the piston 2 according to the first and the second embodiment will in the following be described using common reference numerals.
  • the piston 2 has the basic shape of a right circular cylinder with an upper end 11 and a lower end 12, between which a central axis C and a peripheral envelope surface 13 extend.
  • the upper end 11 comprises an annular top surface 14 defining an upper plane Pu.
  • the piston bowl 3 is recessed with respect to the upper plane Pu defined by the top surface 14.
  • An annular bottom portion 15 defines a lowest level of the piston bowl 3. Radially inside of the annular bottom portion 15, a central bottom portion 16 which is elevated with respect to the lowest level is provided.
  • the central bottom portion 16 is cone shaped with a rounded top 17, which top 17 is recessed with respect to the upper plane Pu.
  • An annular upper side wall portion 18 extends downward and radially inward from the top surface 11.
  • annular lower side wall portion 19 extends upward from the annular bottom portion 15 toward the upper side wall portion 18. Between the upper side wall portion 18 and the lower side wall portion 19, an annular ridge 20 is formed, projecting toward the central axis C. Together, the annular bottom portion 15 and the lower side wall portion 19 delimit an annular channel 26 surrounding the central bottom portion 16.
  • the fuel injector 6 is configured for injecting fuel into the cylinder 1 as a fuel spray 25 so that the fuel is mixed with air compressed in the cylinder 1 to form a fuel/air mixture.
  • the fuel/air mixture is after an ignition delay ignited by compression heat generated in the cylinder 1.
  • the ignited part of the fuel spray 25 forms a flame.
  • the fuel can be injected with different injection pressures, from low to very high pressures.
  • the fuel injector 6 includes a plurality of small injection orifices (not shown), formed in the lower end of a nozzle assembly of the fuel injector 6 for permitting the high pressure fuel to flow from a nozzle cavity of the fuel injector 6 into the combustion chamber 5 with high pressure to induce thorough mixing of the fuel with the hot compressed air within the combustion chamber 5.
  • the fuel injector 6 may be any type of fuel injector capable of injecti ng high pressure fuel through a pl urality of i njector orifices into the combustion chamber 5. Also, the fuel injector need not necessarily be positioned on the central axis C.
  • the fuel injector may be configured to inject a mixture of fuel and air into the combustion chamber.
  • the injector may also be configured to inject other fluids such as gases or liquids, e.g . water, which are not combusted but are primarily used to induce a swirl motion .
  • a plurality of identical and ang ularly spaced protrusions 21 protrude toward the central axis C from the upper side wall portion 1 8 above target positions located on the ridge 20.
  • Each protrusion 21 is wedge shaped with a first concave surface portion 22, which in the radial direction extends from the upper side wall portion 1 8 to a curved innermost edge 23 of the protrusion 21 , whose innermost point is located closest to the central axis C at approxi mately the same distance from the central axis C as the annular ridge 20.
  • the protrusion extends from the top surface 1 4 to the ridge 20.
  • the first concave surface portion 22 is directed so that no part of the concave surface portion 22 is h idden behi nd any part of the protrusion 21 as seen from the central axis C.
  • the first concave surface portion 22 has a curvature both as seen in an upper end view such as in fig . 3 and in a sectional view across the protrusion 21 , such as shown in fig . 5.
  • Each protrusion 21 further has a smaller second concave su rface portion 24 located opposite the first concave surface portion 22 and a planar upper surface portion 27 at the level of the upper plane P u .
  • the i njection orifices of the fuel i njector 6 are arranged so that the fuel spray 25 is i njected toward target positions on , above or below the annu lar ridge 20, wh ich target positions are located below the first concave surface portions 22 of the protrusions 21 .
  • the piston 2 is moving along the central axis C as the fuel spray 25 is injected , and therefore the exact target positions i n the axial direction wil l vary.
  • the target position ai med for in the axial direction also depends on e.g . load and injection timing .
  • the flame strikes the target positions, the flame is split on the an nular ridge 20 into an upper flow portion 25a and a lower flow portion 25b.
  • the upper flow portion 25a of the flame is deflected upward, toward the concave surface portion 22.
  • the lower flow portion 25b of the flame is deflected downward, i nto the an nular channel 26 and toward the central bottom portion 1 6.
  • tu rbulence may be created as the rotati ng flow of fuel/air mixture in the upper part of the combustion chamber 5 interacts with the fuel/air m ixture in the lower part of the combustion chamber 5, which rotates with an axis of rotation perpendicular to or essentially perpendicular to the central axis C.
  • a plurality of mutually identical and angularly spaced protrusions 31 protrude toward the central axis C from the upper side wall portion 1 8 above target positions located on the ridge 20.
  • the protrusions 31 are in the form of fins having a concave surface portion 32, which i n the radial direction extends from the upper side wall portion 1 8 to a curved innermost edge 33 of the protrusion 31 , whose innermost poi nt is located at the level of the upper plane P u , closest to the central axis C at approximately the same distance from the central axis C as the annu lar ridge 20.
  • the protrusion extends from the top surface 1 4 to the ridge 20.
  • the concave surface portion 32 is directed so that no part of the concave su rface portion 32 is hidden behind any part of the protrusion 31 as seen from the central axis C.
  • the concave surface portion 32 has a curvature both as seen in a transverse cross sectional view such as i n fig . 1 0 and in an axial sectional view across the protrusion 31 , such as shown in fig . 9.
  • Each protrusion 31 further has a convex surface portion 34 located opposite the fi rst concave surface portion 32, extending from the upper side wall portion 1 8 to the i nnermost edge 33.
  • the protrusion 31 has an upper edge 35 extendi ng in the upper plane P u .
  • An incl ined surface 36 extends from the upper edge 35 to a curved edge 37 defini ng a transition between the inclined su rface 36 and the concave surface portion 32.
  • the injection orifices of the fuel injector 6 are i n the second embodiment arranged so that fuel spray 25 is injected toward target positions on , below or above the ann ular ridge 20, which target positions are located below the protrusions 31 , i n the shown embodiment below the innermost edge 33.
  • the flame As the ign ited fuel spray 25, i .e. the flame, strikes the target positions, the flame is spl it on the annu lar ridge 20 into an upper flow portion 25a and a lower flow portion 25b.
  • the upper flow portion 25a of the flame is deflected upward, toward the concave surface portion 32.
  • the lower flow portion 25b of the flame is deflected downward, into the an nular channel 26 and toward the central bottom portion 1 6.
  • the upper flow portion 25a of the flame i mpinges on the innermost edge 33 of the protrusion 31 it is spl it into a first portion 25a' following the convex surface portion 34 and a second portion 25" following the concave surface portion 32. Both portions 25a', 25a" are deflected toward a position withi n the upper part of the combustion chamber 5 above the ann ular ridge 20 , wh ich position is angularly spaced from protrusion 31 on which the flame was deflected. The deflected upper flow portions of the flames thereby together induce a swirl motion in the direction of rotation R in the upper part of the combustion chamber 5.
  • tu rbulence may be created as the rotati ng flow of fuel/air m ixture in the upper part of the combustion chamber 5 interacts with the fuel/ai r mixtu re in the lower part of the combustion chamber 5, which rotates with an axis of rotation perpendicular to or essentially perpendicular to the central axis C.
  • the ign ition delay may be expected to be relatively short due to the relatively narrow protrusions 21 .
  • the relatively short ignition delay is expected to result in a reduced amount of NOx gases created duri ng combustion , but i nstead the soot emissions may be somewhat increased in comparison with longer ignition delays.
  • a flow of air is provided i nto the combustion chamber 5 duri ng an i ntake stroke of the piston 2 via the intake port 7 and the i ntake valve 8.
  • a fuel spray 25 is injected by the fuel i njector 6 toward the pl ural ity of target positions, so that the fuel spray 25 is at each one of the target positions split by the ann ular ridge 20 into an upper flow portion 25a and a lower flow portion 25b.
  • the upper flow portion 25a is deflected by at least the concave surface portion 22, 32 of the protrusion 21 , 31 located above the target position , so that a swirl motion is created in the combustion chamber 5.
  • Fig . 1 0 shows rotational velocity ⁇ as a function of distance r from the central axis C of the piston 2 at the end of i njection .
  • the large scale swirl motion created du ring fuel i njection leads to large variations in the rotational velocity ⁇ depending on the distance r from the central axis.
  • the large scale swi rl motion created i n the combustion chamber 5 may be fractured into small scale turbulence leading to accelerated soot oxidation and thereby lower soot emissions.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Dispersion Chemistry (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Pistons, Piston Rings, And Cylinders (AREA)

Abstract

Piston (2) pour un moteur à combustion interne ayant une coupelle (3) de piston comprenant une partie inférieure annulaire (15), une partie inférieure centrale élevée (16), une partie paroi latérale supérieure annulaire (18), et une partie paroi latérale inférieure annulaire (19) s'étendant vers le haut à partir de la partie inférieure annulaire (15) vers la partie paroi latérale supérieure. La coupelle de piston comprend en outre une arête annulaire (20) formée dans une transition entre la partie paroi latérale supérieure et la partie paroi latérale inférieure, et une pluralité de saillies (21) espacées angulairement, chacune ayant une partie surface concave (22). La coupelle de piston est conçue de telle sorte qu'une pulvérisation de fluide injectée vers une position cible située sous l'une des saillies est divisée par l'arête annulaire en une partie d'écoulement supérieure et en une partie d'écoulement inférieure, la partie d'écoulement supérieure étant déviée par la partie surface concave de la saillie, de sorte qu'elle contribue à la création d'un mouvement de turbulence dans la chambre de combustion.
PCT/SE2018/050185 2017-03-17 2018-02-27 Piston pour un moteur à combustion interne WO2018169466A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
US16/492,815 US20200141305A1 (en) 2017-03-17 2018-02-27 A piston for an internal combustion engine
KR1020197028113A KR20190116513A (ko) 2017-03-17 2018-02-27 내연기관용 피스톤
EP18767149.0A EP3596320B1 (fr) 2017-03-17 2018-02-27 Piston pour un moteur à combustion interne
CN201880017167.5A CN110392771A (zh) 2017-03-17 2018-02-27 用于内燃机的活塞

Applications Claiming Priority (2)

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SE1750321-0 2017-03-17
SE1750321A SE542212C2 (en) 2017-03-17 2017-03-17 A piston with a piston bowl comprising protrusions for an internal combustion engine

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EP (1) EP3596320B1 (fr)
KR (1) KR20190116513A (fr)
CN (1) CN110392771A (fr)
SE (1) SE542212C2 (fr)
WO (1) WO2018169466A1 (fr)

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WO2020259962A1 (fr) * 2019-06-26 2020-12-30 Technische Universität München Procédé de fonctionnement hpdf pour un moteur à combustion interne, moteur à combustion interne et dispositif de travail
CN116398314A (zh) * 2023-03-27 2023-07-07 一汽解放汽车有限公司 柴油机燃烧室、活塞和柴油机
US11959414B2 (en) 2022-03-23 2024-04-16 Caterpillar Inc. Gaseous fuel reciprocating engine and operating methodology for reduced hydrogen flame speed

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US10774782B2 (en) * 2018-06-07 2020-09-15 Caterpillar Inc. Piston design for flow re-direction
SE544781C2 (en) * 2020-05-27 2022-11-15 Scania Cv Ab Internal Combustion Engine comprising piston with fuel directing surfaces
SE544754C2 (en) * 2020-05-27 2022-11-01 Scania Cv Ab Internal Combustion Engine comprising piston with fuel directing surfaces
US11274628B2 (en) * 2020-06-02 2022-03-15 Caterpillar Inc. Internal combustion engine and piston having stepped combustion bowl with non-axisymmetric profile
CN112065601A (zh) * 2020-09-11 2020-12-11 潍柴动力股份有限公司 一种活塞及发动机
CN112324556B (zh) * 2020-11-09 2022-01-25 赵伟 一种直喷柴油机唇口射流燃烧系统
JP7463311B2 (ja) * 2021-03-01 2024-04-08 株式会社Soken 内燃機関
US11959436B2 (en) * 2022-09-20 2024-04-16 Tenneco Inc. Piston including spiral features to increase in-cylinder swirl
CN116006346A (zh) * 2023-01-05 2023-04-25 一汽解放汽车有限公司 燃烧室结构及发动机

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FR2898638A1 (fr) 2006-03-17 2007-09-21 Inst Francais Du Petrole Procede pour melanger au moins un fluide gazeux et un carburant dans la chambre de combustion d'un moteur a combustion interne a injection directe, et moteur utilisant un tel procede
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WO2020259962A1 (fr) * 2019-06-26 2020-12-30 Technische Universität München Procédé de fonctionnement hpdf pour un moteur à combustion interne, moteur à combustion interne et dispositif de travail
US11959414B2 (en) 2022-03-23 2024-04-16 Caterpillar Inc. Gaseous fuel reciprocating engine and operating methodology for reduced hydrogen flame speed
CN116398314A (zh) * 2023-03-27 2023-07-07 一汽解放汽车有限公司 柴油机燃烧室、活塞和柴油机

Also Published As

Publication number Publication date
EP3596320B1 (fr) 2024-05-01
SE542212C2 (en) 2020-03-10
CN110392771A (zh) 2019-10-29
SE1750321A1 (sv) 2018-09-18
US20200141305A1 (en) 2020-05-07
EP3596320A1 (fr) 2020-01-22
EP3596320A4 (fr) 2020-08-12
KR20190116513A (ko) 2019-10-14

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